Driving axle for motor vehicles



sept'- 24, A11946. F, B,

DRIVING AXLE FOR MOTOR VEHICLES MGCLURE Filed De. 1o, '194s s sheets-sheet 1 lll/lill INVENTOR Sept. 24, 1946. F. s. MccLURE DRIVING AXLE FOR MOTOR VEHIQHLIE'S Sheets-Sheet 2 Filed Deo. 10, 1943 FIGURE 2 FIGURE Sep. 24, i946. F. B. MCCLURE' y DRIVING AXLE FOR MOTOR VEHICLES Filed Deo. l0, 1945 .5 Sheets-@wet 3 FIGURE 4 www 5 lNVfENToR Patented sept. 24, 1946 Y Freafn; Meclure, Mjomdsville, wiva., assigner of one-fourth to W. L. Stroup, Mnundsville, WfJVa';

. ApplicationA December 10, 19,43',Serial,No. '51'.,16.92\`

The invention relates r`tov-improvements in axles which transmitmotive power toV the driving. wheels of motor vehicles; and the objects of the improvement are, rst, to reduce Vthe manufacturing costs of motor vehicles, particularly passengerautomobiles; secondV to-reduce the oper- Y A ating costs of motor vehiclesby theelimination of-several powertransmission mechanisms that are subjected to constantv ywear and require j. constant lubrication in `the operation of. present. conventional automobiles; thirdk zto greducej maintenance costs bytheelimination .of those mechanisms mentioned above; `fourth, to attain almost completeV silence in they operation ofmotor vehiclesg.V so far asfconcernsrthe transmission of power; fifth, to` attain smoother operation of motorvehic1es bythe elimination yof shock-conducting mechanisms in power transmission. Y

' suclaims. (o1. Iso-fm ,Y

l" block Z-B, so. located.

that. the, rod 5 `engages 1ooselyina` groovecutaroundthefshaft of gear 4. Each end of rod 5 .is bentto the face of the block after passing through and is thus held in place and in turn holds gear 4 in place during assembly, butbeingengaged loosely in the groove of the-shaft `of -4, allows gear 4 toA rotate freely.

, Hub-3 hasan axial bore andsis disposed loosely Y onshaft The principal function of part 3 is to-keep part 2 Y concentrically `spaced `about partv I Parte, 6 isaseamlessqtube oflarger diameter than` shaft I and surrounds sama. asv au housing.

' Each partft extends vfrom a point near they middiev ofshatt I to a` point-near the end ofy shaft I i (seeligure: l). y

1 Beveled-gear l, 'I (seefFi'gure 3) is mounted Y on,` one end of vl.. with ar tight lflt and isL permanently secured to.Vv tubes z6by meansof rivets.

One form of the invention is illustrated in the accompanying drawings, in which FigureA 1 yisa Verticalisection of theentire axle which is symmetricalabout the vertical center line; Figure 2 is a vertical section of one end of Figure 1, made to a, larger scale than Figure 1 ,toV more; clearly illustrate the parts :Figure 3 is a vertical section, partly diagrammatic, of the :central partofV Fig.- ure- 1, made to a larger scale than` Figure 1 -to more clearly illustrate thefparts; Fig-urerl isa VBearing sleeve; 8, 8 V(seeligure 3) is inserted in tube-I5.V with a tight t-andV-,is secured by the Y same rivets-that secure gear T. f

plan'view of the axle, assembled vinavehicle- Chas?.

sis having portions o'fitsI frameomittedz to show the entire topA of the axle. Figure 5 is a vertical view; on the line 5 5 of Figure-4, having portions of thcradius rods cut away to expose thesfront shackleof the vehicle spring.`

The shaft Iv is the core of the axleandsupports the other parts in position and provides adjustment for someof the parts; the principal function of shaft I is to maintain-'alignment of the other parts illustrated in Figure-1.

The grooved sheave 2 has, in this instance.. ten grooves around the outside for the. receptionof V shaped belts, and a detachable hu-b 3; loosely disposed on shaft I having A3 armso-r spokes, which are removably attached tov lugs- 2-A on the inner side.; of part, 2. On t-lrieinnerr side vof 2 are also-three block-like bases 2-B, evenly spaced betweenathe spokeV attachment lugs-Z-A, eachhaving a radially disposed well in its center for-the. receptionof the stud shaftofr gear 4. `The gears l! are radially disposed in part2.r and-seat againstY the bases formed bytheblocks 2`B on the'inner/side of-`2', with the stud shaft;` of each gearv 4' fitting into thewellgin the center. of leach blockV E-B, andeach'gear 4v isVl heldinf yplace by aismallrod 5- passing through,fafcrossfholein-.the i 8` near its outer or exposed end, to retain the bearing IlI.-v within the sleeve 8.

compact assembly abou-tfthe vertical. center line A lubrication seal ring 9, 9 (see Figure 3) is placed' inside of sleevevf andV about shaft. I, and is stopped by Ithe, rivet heads inside .of sleeve 8.

Roller bearing HJ, I0-(see Figure Y3) is placed inside vof sleeve. 8- and-about-shaft I and is stopped by the seal ringf9. f Y

Bearing retainer I-I.,4 LL (seevFi'gure.A 3) is. an open ring of spring wirefwhich. issprung into agsmall-groove cut raround, they inside ofsleeve Coverlplate. I2,l I2 (seaFigure 3)Y is a circular plate having a central opening. The outer edge is turned.Vv to provide stiffness and is bolted. to thefsi-de ofl part 2: with. a gasket between I2'V and 2fto2prevent. oil leakage. AboutI thecentral opening of I2 is a channel formed in theplatevto hold a, ringl of:V oil seal material I3, I3y l(see. Figure 3). Thewa'll of |12 is offsetto bring the central opening intoy such position.v thatfthe yoil seal I3l will bel held; againsty afshoulder on` the backA offgear 1,- witlaaf constant tensionsuicient to effectively preventv oily leakage. f f

All of theY foregoing partsY described.- form a.

in' Figurev` 1. l Bower is delivered to the grooved periphery of part 2, in this instance, bya group ofl matched belts, causing the rotation of- 2` which carries with.y it` they spider ,gears 4,j 4, 4 which are meshed with gears 1 1 (see Figure 3,), thereby cau-sing gears 1-1 to rotate simultaneously with part 2'; and the gears 1', 'I4 being aflixedfto the tubesfviocause the-tubes@ Gtorotate simul'- taneously with part, 2. I'herebyv motive. forcev or perpendicular alignment with shaft I, and concentrically spaced about same, and, being detachable from part 2, at 2-A, permits the placement, or removal, of the radially disposed differential gears which are rotatably secured in part 2at 2-B. The differential bevel gears are fixed on the inner ends of tubes 6, and engage the radially disposed differential gears, in opposition. There- A fore, forces are transmitted to and from the dif` ferential only by means of tubes 6. When forces applied to the periphery of sheave 2 cause nondifferential rotation of the axle, all the parts I to I3 inclusive, move simultaneously, or rotate as one unit about the diametrical center o-f shaft I. Therefore, during such operation of the axle, there is no individual rotation of the gears 4, 4, 4; no movement of the shoulder of gears 1, 'I against the oil seal I3, I3; no movement between the shaft I and the oil seals 9; 9; and, the roller bearings Ii), I3 are inactive as anti-friction bearings.

During differential operation of the axle there will be rotation between one, lor both, of gears 'I and oil seals I3, and between one, or both, of tubes 6 and shaft I, and the bearings I0 will then serve as anti-friction bearings.v Hub 3 will, if required, rotate on shaft I, and, being movable along shaft I, will automatically equalize the clearance between the differential gears 4 and "I,

To lubricate the gears and bearings described above, a quan'tity of lubricant is placed inside the' cover plates I2, I2 through a plug i-n one of the plates, illustrated as part IB-A (see Figure 1). As a result of the very limited action of the enclosed gears and bearings, with effective seals preventing leakage, the initial charge of lubricant can be expected to last indefinitely, as well as the oil seal material which is likewise subjected to very little wearing action.

The entire axle being symmetrical about the vertical center line in Figure 1, one end only will be used in describing the following: The outer end of tube 6 (see Figure 2) is centered about Ashaft I by a roller bearing I4, which is subjected to a lateral thrust when forces are applied to the differential gears, and is inactive as an antifriction bearing except at such times as differential action occurs, for the same reasons ascribed to bearing I.

A castellated nut I5 is threaded on the end of shaft I, and, thrusting against washer I6 which is placed against the outer end of `bearing I4, forces the inner end of bearing I4 against the thrust collar II, which has a tight t inside of tube 6 and is secured by rivets through the wall of 6, the rivets having flat countersunk heads on the outside. This assembly provides for Vand maintains the adjustment of the differential gears.

An oil seal ring I8 (see Figure 2) is placed insidethe thrust collar I'I and about the shaft I and is `kept in place between the rivet heads and bearing I4.

Lubrication is provided for bearing I4 and sealed at its outer end by the cup-shaped part I9, which is p-ressed into the end of tube Ii until its the outside surface.

4 contacts the end of bearing I4, and is held in position simply by pressure against the inside of tube 6.

Like the differential or compensating mechanism first described, the bearing I4 and the oil seal IB will require very little servicing.

A sleeved hub 20 (see Figure 2) provides the hub for the vehicle Wheel and transmits the power from tube 6 tothe vehicle wheel. A flange at its outer end has two offsets or shoulders and the sleeve has two small offsets or shoulders on It has a straight bore of such diameter that a tight fit is obtained when `it is mounted on the tube 6, and both ends of hub 20 are castellated in 45 degree segments for coupling engagement.

Coupling 2I (see Figure 2) is a castellated ring or collar fitted tightly about tube 6 an-d permanently "welded in place. It has castellations matching those at the inner end of hub 2U. The body or collar par-t of the ring has an outside diameter'slightly greater than the outside diameter of the castellations, resulting in a small exterior shoulder at the base of the castellations,.

Coupling 22 (see Figure 2 is a removable coupling. It is a Vcircular piece having horizontal and vertical castellations, The horizontal castellations match those at the outer end 0f hub 2B, and their inside diameter is such that the piece is easily placed about the outside of tube'IS. The vertical castellations are internal, and occupy segments alternate to those occupied by the horizontal castellations, projecting inward for a distance equal Yto the thickness of the wall of tube 6. Theselugs or vertical castellations engage in cut out segments at the end of tube 6, which is castellated inproper alignment with the fixed or permanent coupling 2 I. The end of tube I5 is threaded over the castellations,

Nut 23 (see Figure 2) which is simply an internally threaded ring or collar, is threaded on the outer end of tube 6 and serves to secure hub 2li, engaged by couplings 2I and 22, thereon.

'I he vehicle wheels 42, illustrated Yby broken lines in Figure 1 and also illustrated in Figures 4 and 5; the chassis frame 40, the springs 39, and the braking mechanism 4 I, where illustrated; and, the intermediate shaft 3'I and driving belts 38 illustrated in Figure 4, are not a part of this specification, but are shown in the drawings and described herein for illustrative purposes only.

One method for attaching a wheel to hub 2i! (see Figure l) is for a flange of the Wheel 42 to seat upon and about the smaller or outermost shoulder of hub 20 and be securely bolted to the thick part of the flange of hub 20. The hub shoulder upon which the wheel is seated has a diameter slightly greater than the outside diameter of coupling 22 and nut 23, so that the wheel may be quickly placed or removed without disturbing any other parts.

The journal box 24, 24 (see Figure 1) has several functions; it supports a portion of the vehicle load or weight through the attachment of the vehicle springs; it is the part from which motive force is transmitted by radius rods to the vehicle frame; and, it supports the brake housing plate or flange to which is attached the braking'mechanism. It is assembled about hub 20 as follows; 1

Hub 20 is passed through roller bearing 25 (see Figure 2) which is contained in journal box 24, before hub 20 is assembled on tube G. One end of the inner race of bearing 25 stops against a shoulder 'on hub 20, While the other end passes over the castellations.- o f coupling 2l `as-they en.- gage with hub. 20. and stops againsttheshoulder or solid ring part, of ,coupling;2l.. Therefore, when nut 23 is tightened, bearing .25v is held securely between the shoulder on hub.20. vand th shoulder on coupling 2|.

Near the outerfor wheel side.of.journal.b.ox,24 is an interior flange which. stops againstthe bearing 25 (see Figure 2)., with the bore of the klla-nge just clearing the surface lof yhub rat that. point. The opposite side ofy 24, from which bearing enters the box, is threaded inside of the bore to allow Ythe Yexternally threaded retaining ring 26, manipulated by Ameans of spanner pockets in its face, .to be screwed against the end of .the outer raceof bearing 25, thus firmly securing the journal box 24 in position about hub 20,.-which-frotates freelywithin the journal box.

Retaining ring 26 (see Figure 2) maybe locked j in position by means-of a set screw (not illus-Y trated) throughV the top-of the journal box, `or at any convenient position.

Part 21 is a circular plate -bored in its center to rlt closely to but free of liubZll (see Figure 2) and is bolted to the outerface of- 24.Y It retains a ring of suitable grease sealing material which is inserted in the vjournal` box 24 against its interior llange. r'Ihis sealing ring retained behind the plate 21 is-sub-jected to wear by the rotation of hub 2), but can be easily renewed when necessary. Y

. Part 28 is a cover' plate and grease seal case, attached to the inner face ofrjournal box 24 (see Figure 2) ;V its outside is square in shape and it has' a central bore that ts closely to but free of the surface of tube l.y Thisl part is composed cf'twoplates so shaped that when'they areplaced face to face, a channel is formed around'the central bore, which holds a ring'of 'greasel sealing material around the surface of tube 6. The object in'making' part 23 in two separable pieces' is so that the grease sealing ringY can be quickly renewed if necessary without removing the part from the axle, simply by separating the two pieceso-f part 28,

The lubrication required by bearing 25 will be equivalent to that required by a wheel or, axle bearing in the conventional typeof axle in general useheretofore, and can be -m'ade by means of a pressure iitting convenientlylocated in the journal box, and not illustrated in the drawings.

The design of the outside of the journal box 2e may be altered to. suit the method-used to attach the vehicle springs, but inany case, the springs, of vwhatever type used, will be attached radiu'sirodsarein two identical pairs, Vone pair only, or those leading from onejourna-l box, will .bedescribedifinthe following:

The .radius rods .3.2, 3,2 (see Figure),y ,are .each composedof ahollow shaft .or'tube which has. at oneenda vsolid piece welded permanently in the end @of the; tube, andat theopposite endga similar niece'islthreaded into the rtube and secured4 in position by a lock-nut, so thev length of part 32 is adjustable. The solid pieces are each drilled andltted. with a brass bushing.. A .pressure greasertting is provided at. each endzsothat. the inner surface of each bushing can be lubricated.

Two spindles 30, 3(see Figure 2) are attached Y base is bolted securely to journal box 24' at points in some manner to journal box 24. In this instance a leaf type spring is illustrated (see Figures 4. and 5) and is suspended under the journal box, firmly secured to its bottoni by the inverted U bolts 29 .passing over 24, strad'dlewise of theaxle, with their ends passing; through holes in a bed plate underneath the spring, and nuts placed on the ends of the U bolts V(see Figure 5). The top of the spring is seated in a channel in the bottom of 2i (see Figuresl and 2). which has in its center the customary'po'cketto receive the head of the spring center bolt. The Yupper part of each U bolt is Aheldin position byresting in a small'saddle which is'cut in the top edges of .journal box 214 at the points'fwhere the UV bolts turn.

`Motive force is transmitted from the axle assembly to the vehicleframe bythe radiusrods 32 which are four in number, two leading from each 'journal box (see Figures l, 4, and 5). As

near -its front .and back where there is ample purchase for the .bolts in soldparts of 24' (see Figure` 5). As the baseslof'these spindles have airm grip onv the front and back faces of the journal box, the bolts securing the bases Yto the journal box are not subjected to the full load of the forces transmitted to the radius rods.

The adjustableends of` radius rods 32, 32A are tted over the yspindles 32, 3i!l (see Figure 2) and areheld inplace by the nuts 3|., 3| (each with an accompanying washer) threaded on the ends of the spindles and each secured by the customary cotter pin. The opposite ends of rods 32, 32 are fitted over spindles similar to 3i), 3U, which-are attached to a base that is secured to the frame, which base also supports vthe bearing for shaft 3?, not a part of this specification (see Figures 4 and 5). These spindles for the front ends of rods 32, 32 are located in exactly the same relative positions, respectively, kto the shaftfSI, as the spindles 38, Sil are located in relation to shaft l,

thereby effectingy a pantographic connection between journal box 24 and the Vehicle frame (see Figure 5), The motive force is thereby transmitted from the journal box to the vehicleframe, and the journal box 24 is held in a vertioal'positionV during spring action. The entire axle assembly, during springv action, travels at a con stant radial distance fromr shaft 3l, and theA tensien `of the driving Abelts 38 remains constant. The adjustable radius rods allow the tension of the driving belts to be adjusted, The upper radius .rod is illustrated, in this instance, as having a Vertical curveor bend (see Figure 5) in order to avoid contact with the floor of the'vehicle body during extreme spring action. Such a curve or bendin either or both o-f the radius rods vwill not affect their pantographic action.

'Inasmuchas all upward or downward movement oi the axle travels the-path of an arc, it follows that the vehicle spring 39 must have freedom of movement'in-forw-ard and backward directions.` VTherefore each end of the spring is Vattached to theV vehicle frame with a shackle type connection (see vFigure 5)". The spring does not transmit any motive force, and is not required to resist any turning or rolling action of the axlev assembly. The life of the spring is thereby lengthened and its springing action improved.4

Part 33 see Figures l and 5) 'is a circular plate with an offset around its perimeter, and having a central hole to nt closely about but free of hub 2G at the position illustrated in Figure 1, which position is close to but not touching the shoulder or offset of hub 20. Plate 33 is the base to which is attached the brake shoes 4I and their operating mechanism, not a part of this specication. Each plate 33 is held in position by brackets 3d and 35 (see Figure 1) which are securely bolted to plate 33 and journal box 24. Brackets 34 and-35 are Vso-designed and attached that they will hold the plate 33 rigidly in position at all times.

Brake drum 36 (see either end of Figure 1) is designed to t closely about the offset of plate 33. The flange of drum 3B fits neatly about the large diameter shoulder on the flange of hub 20 and is bolted to thatl flange. With the wheel 42 removed, brake drum 3S can be easily removed for inspection or servicing of the brake shoes 4I, or their operating mechanism, Without disturbing any other parts of the axle assembly.

From the above description and the accompanying illustrations, it may be clearly understood that when the vehicle wheels are turning at the same speed, the entire axle assembly rotates as one unit, with the exception of the two journal boxes and the parts that are directly attached to them.

For the purpose of a symmetrical design, the driving sheaves 2, with its self-contained compensating mechanism, is placed, in this instance, midway of the axle assembly (see Figure 1).

However if conditions peculiar to any certain vehicle require it to be located elsewhere, it may be placed anywhere between the two journal boxes without affecting its operation.

'Ihe driving sheave 2 may also be designed for any practical number of belts, in accordance with the power to be transmitted, without affecting the design or operation of the compensating mechanism.

VFor lighter weight vehicles the compensating mechanism might be designed with only two spider gears, placed diametrically opposite, in which case the hub 3 could have either 2 spokes or 4 spokes attaching it to part 2, and the operating principle of the mechanism would remain unchanged.

I claim:

1. In an automobile, a driving axle assembly consisting of an axial shaft upon which is, loosely mounted, a grooved sheave containing differential gears radially disposed therein and having cover plates, containing lubricant seals at their central` openings, attached to its sides, said sheave being detachable from its hub, tubes secured to and extending outwardly from each side of said sheave and rotatably'disposed on said axial shaft and ooncentrically spaced about same by means of anti-friction bearings, said tubes having differential bevel gears fixed on their inner ends, engaging, in opposition, the radially disposed differential gears, and sleeved hubs non-rotatably secured to said tubes on their outer ends, journal boxes, containing anti-friction bearings, journaled on the sleeves of said sleeved hubs, a pair of radius rods, disposed one above the other, pivotally attached, in vertical alignment with the axial shafteenter line, to each journal box and extending forwardly to similar pivotal attachment to the vehicle frame, vehicle springs seated against and secured to each journal box, and circular plates, having central openings for the free passage of said hub sleeves, vertically disposed at the outer side of each journal box and beine` rigidly attached thereto by means of angular brackets, said axial shaft serving as a base for the whole axle structure and to maintain the alignment thereof, said grooved sheave serving to receive multiple V belts and to be rotated thereby, said radially disposed differential gears serving to transmit forces between said grooved sheave and the bevel gears of the differential, and to pro-vide for differential rotation of the tubes, said cover plates serving to enclose the differential mechanism and to retain the lubricant thereof, said sheave being detachable from its hub to permit the placement, or removal, of the radially disposed differential gears, said tubes serving to transmit forces between the differential bevel gears and the said sleeved hubs upon which vehicle wheels are mounted, said journal boxes providing for connections between the axle and the vehicle frame, said radius rods serving to transmit forces between the axle and the vehicle frame, said vehicle springs serving to supp-ort and spring the imposed load, and said vertically disposed circular plates, rigidly attached to thejournal boxes, serving as fixed bases for the brake mechanism.

2,. In a driving axle assembly, a differential mechanism consisting of a hub having an axial bore, loosely mounted on an axial shaft, said hub having arms, or spokes, extending radially therefrom, an annular rim having multiple grooves around its periphery, inwardly extending lugs, at its medial line, which are removably attached to the arms, or spokes, of said hub, inwardly extending block-like bases, at its medial line, each having a radially disposed well in its center, radially disposed differential gears rotatably retained in, and seated against, each said base, bevel gears of the differential, xed on tubes rotatably disposed on said axial shaft and extending outwardly from each side of the differential, engaging the radially disposed differential gears in opposition, circular cover plates, having lubricant sealing material retained about central openings therein, vertically disposed and attached to the sides of said rim with said lubricant sealing material being held in rotatable contact with the backs of said bevel gears of the differential, said hub and its radial arms, or spokes, serving to maintain said grooved rim in perpendicular alignment with the said axial shaft and concentrically spaced about same, and, being detachable from said rim, providing for the placement, or removal, of said radially disposed gears of the differential, said grooved rim serving to transmit forces applied to it by multiple belts, to the bevel gears of the differential, by means of its radially disposed differential gears, and said cover plates serving to enclose the differential mechanism and to seal in the lubricant thereof.

3. In a driving axle assembly, an axial shaft having a dierential mechanism disposed loosely thereon, having axial tubes rotatably disposed thereon in opposition, extending outwardly from each side of said differential and being concentrically spaced about said shaft by means'of antifriction bearings and being rotatably secured on said shaft by means of nuts threaded on each end of same, said axial tubes having bevel gears of the differential xed on their inner ends and sleeved hubs nonrotatably secured on their outer ends, to which hubs vehicle wheels may be attached, and said axial tubes being journaled through iloating journal boxes, said axial shaft providing a base for the parts assembled thereon floating journal boxes, said tubes serving to transmit forces between the differential and the sleeved hubs, and being maintained in alignment by the said axial shaft.

5. In a driving axle assembly, oating journal boxes disposed near each end of said axle assembly, driving tubes of said axle assembly, sleeves provided with hubs secured on said driving tubes, said journal boxes containing antifriction bearings whereby the boxes are jourl0 naled on said sleeves, and means for retaining same, each said journal box having a pair of radius rods, disposed one above the other, pivotally attached and extending forwardly to similar pivotal attachment to the vehicle frame, a vehicle spring seated against and secured to each journal box, and, a circular plate having a centrall opening for the free passage of a hub sleeve aforesaid and vertically disposed between the outer side of said journal box and the outer end of said sleeved hub, said plate being rigidly attached to each journal box by means of angular brackets, said floating journal boxes providing for connections between the axle and the vehicle frame, said radius rods serving to transmit forces between the axle and the vehicle frame and to prevent rotation of the said Y journal boxes, said vehicle springs serving to support and spring the imposed-load, and said vertically disposed circular plates providing fixed bases for the brake mechanism.

f FRED B. MCCLURE. 

